Railway



No. 624,427. Patented May 2, I899. E. M. BOYNTON.

RAILWAY.

(Applicatiup filed Oct. 29, 1898. Y

3 Sheets-Sheet I.

(No Model.)

W/TNE s I Q uvvnvron No. 624,427. Patented May '2, [899.

E. M. BOYNTON.

RAILWAY.

(Application filed Oct. 29, 1898.) (No Model.) 3 Sheets-Sheet -2.

3|l II II II II H II II 1| 1|\ 'iatented May 2, I899.

E. M. BOYNTDN.

RAILWAY.

(Application filed Oct. 29,' 1898.) (No Model.) a Sheets Sheet a.

[gm E g.

VE N TOR UNITED V STATES PATENT OFFICE.

EBEN MooD'Y BoYNToN, OF WEST NEWBURY, MASSACHUSETTS.

RAILWAY.

SPECIFICATION formingpart of Letters Patent No. 624,427, dated May 2,1899.

' To all 1071 0111, it"may concern.-

Be it known that I, EBEN MOODY BOYNTON, of West Newbury, in the countyof Essex and State of Massachusetts, have invented certain new anduseful Improvements in Railways, of which the following is aspecification.

The object of this invention is to improve the methods of constructionof railways and the building of the same, their posts, crossgirders, andespecially their supporting girders and rail combined, of which thefollowing is a true and substantially accurate description to enable anyperson to construct the same.

I do not claim to have discoveredthe lightenin g of girders by a trestleor lattice,broadly,

- as the construction and connection of ordi- 'spectively, of anothermodification.

nary structural iron by similar processes are well known; but it hasbeen found necessary to make the extended stringers, I-beams,plate-beams, or trestle supporting girders separate from the rails andby laying Wooden ties upon them or other substances cushion the railsresting upon the ties or upon some soft material other than metaldesigned to receive the impact and cushion the rollingwheels and theforce transmitted in the operation of trains.

Figure 1 is a side elevation of my combined rail and girder. Fig. 2 is across-section of the same, showing three forms of girder. Fig. 3 is aside elevation of an elevated road embodying my invention. Fig. 4 is anend elevation of the same. Figs. 5 and 6 represent side elevation andcross-section, respectively, of a modification. Figs. 7, 8, 9, andlO'are detail views of the lattice-bar. Figs. 11 and 12 show side andend elevation, re-

Figs. 13 and 14 represent additional modifications.

. Figs. 15 and 16 show side and end elevation,

respectively, of an elevated road using my improved girder and rail.

By the method shown I use a less quantity of steel, with great economyin weight, in the cost, and time of construction, and secure a lighter,safer, and better construction than has been heretoforeknown byconnecting two deep girder-rails or deep'T-rails together by a lightlattice, which, as shown in Fig. 1,- lattice c is made of a continuousApplication filed er 29,1898. I Serial llo. 694,925. (No model.)

crinkled bar molded in shape to support the train upon the rail a andconnect and transfer a portion of the Strain to the railb below, so thattwo rails presumably of the depth of from six to twelve inches areenabled by the extension of the connecting-lattice c to carry a loadedtrain of bicycle railway cars or other cars with a less friction, withgreater elasticity, and with much greater strength in proportion to theamount of steel required than by any other system heretofore known. Saidsupporting continuous lattice-bar may be made with a foot or rivetingface-contact sufiiciently long to admit of two rivets or more beingfastened on each side through the foot of the rail, two on each side ofthe web of the T-rail or girder-rail. These take the place of spikesthat now fasten the rails of railways to the ties and are much moresecure fastenings for rails than any other nails driven into wood canbe, and the lattice-bar is preferably constructed suflfiiciently lightto give an elastic support to the wheels of the train as they pass overthe rail above,and thus save the destruction'of rails, wheels, motors,and the unpleasant sensation to the passengers in the car. Besides allwood is thus eliminated, an important matter in street-railways ofcities where fires burning the oily wood in conflagrations endanger theentire structure.

(1, e, and f show girders constructed with deep T-rails, forming aportion or one-half the girder-rail of Sheet 1'.

g is an endview of a single-post structure with the compound rail andgirder-beam in place.

h is aside view of the girder and also of the guiding-rail andcurrent-conductor of single railways.

The supports 2' and z" are fastened to a cross steel I-beam or othercross-girder, which may be in any suitable form and receives one or moreof said supports 1' and i, which may be either single, double, ortriform to support said light lattice-beam from the center and withfastenings running diagonally beneath the trains and supporting to somedegree the weight resting upon the rail a in the passage of said trains.

In Sheet 2 a lighter form of lattice with a shorter face connection anda single rivet is shown, as 0, Sheet 2, connecting similar rails or railand steel girder, as are shown in Sheets 1, 2, and 3.

the girder where it may be most conveniently placed or fastened tostrengthen the structure and connect the same together.

7.: clearly delineates two steel rails connected and 'is an end view ofthe same, the same being reversible.

In Sheet 3 the same essential result is sought to be obtained by asectional light adaptation of angle-bars or T bars and braces benteither in single, as in letter Z, Sheet 3, or double, as in letter m ofsaid Sheet 3, and said figures maybe interspersed and made either ofplate or of angle-iron where it is inconvenient to make longer angles totake the place of the crinkle-bar. These plates may be made either fiatof any suitable width to fasten to the supporting-rail and to the underplate or rail or rolled steel girder or they may be made withangle-steel, and thus be much lighter and yet sufficiently strong tosupport.

q is an electric conductor for the guidance of single-rail trains wheredesirable andis an end View.

r is a side view of a convenient method of support where wooden beamsare used or may be used for metal beams.

s is a plate equivalent to the cross-ties above described, but isfastened directly to the post to support the girders at the right andleft set forth, with a crinkled steel bar securely riveted to cushionthe same and hold the same in place with greater safety, elasticity andlightness and with less shadowing of the street than has been heretoforeknown.

2. In combination, a rail, a supporting steel angle-beam, and asectional bracing between said rail and angle-beam, substantially asdescribed.

3. A steel rail and girder combined, containing a single supporting-railabove, latticed to a similar rail reversely arranged below, with acrinkled steel bar or lattice securely riveted to cushion the same, saidrail and girder adapted to be reversely used, substantially asdescribed.

In testimony whereof I have affixed my signature in presence of twowitnesses.

EBEN MOODY BOYNTON.

Witnesses:

A. W. CLAPP, B. W. SUMNER.

